Prototype News

The New Mexico Department of Transportation and New Mexico Heritage Rail have agreed to allow Atchison, Topeka & Santa Fe 4-8-4 2926 to operate on 40 miles of state-owned trackage around Albuquerque. The agreement announced on June 14 is a dramatic expansion of the 2.7 miles of main line the locomotive had previously been allowed to run on. NMHR’s operating territory will now go about 20 miles on either side of Albuquerque, from Bernalillo to Los Lunas.

“This agreement allows us to bring an important piece of New Mexico railroad history to more communities along the corridor,” said Mathew Casford, NMHR Vice President and Chief of Rail Operations. “We deeply appreciate NMDOT’s collaboration in helping preserve and operate this national treasure.”

The expanded access allows for non-revenue deadhead moves only, but means the locomotive can access eight additional NMRX commuter rail stations in central New Mexico. 

ATSF 2926 was built by Baldwin in 1944 and retired after just nine years of service. New Mexico Heritage Rail (also known as the New Mexico Steam Locomotive & Railroad Historical Society) spent nearly two decades restoring the locomotive and it returned to service in 2021. Since then it has made brief trips around Albuquerque on New Mexico Rail Runner Express and BNSF Railway trackage. It is the largest operating 4-8-4 in North America. —Justin Franz 

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New York’s MTA Metro-North Railroad unveiled its seventh heritage unit on Friday, paying homage to the silver and blue “M-Central” scheme that made its debut in 1979 and lasted into the mid-1980s. Unlike the previous six heritage units that were wrapped, P32AC-DM 203 was painted in the historic scheme by employees at the paint shop in North White Plains, N.Y. 

In 1979, Conrail operated commuter service on the Hudson, Harlem, and New Haven Lines originating from Grand Central Terminal under contract with the Metropolitan Transportation Authority. The MTA sent seven dual-mode EMD FL9s to be rebuilt by General Electric at their shop in Hornell, N.Y. The first unit to return from the rebuild was 5043 (ex-New Haven 2043, built in October 1960), which was also the first to receive the new MTA paint scheme of a silver body with a wide blue stripe in August 1979. The two-tone blue MTA logo featured the word “CENTRAL” underneath to indicate equipment designated for use only on the Hudson and Harlem Lines, which were formerly New York Central territory. The seven rebuilt units retained this paint scheme until they were eventually repainted into red, blue, and silver by Metro-North after 1983. (CR/MTA 5043 would later be rebuilt with AC traction as Metro-North 2045 in the 1990s, and later scrapped).

The “CENTRAL” logo indicated equipment assigned to the former New York Central territory. —Courtesy Metro-North

This latest heritage tribute from Metro-North is the seventh in a series commemorating the commuter railroad’s 40th anniversary in 2023. The first tribute unit (MN 208) was released in May 2023, honoring Metro-North’s red, blue, and silver image from the 1980s and 1990s. This was followed by a tribute to the Conrail era of operation from 1976 to 1983, released in November 2023. The third unit showcased the distinctive “lightning stripe” design, paying tribute to predecessor New York Central, the original owner of the Hudson and Harlem lines until 1968. The fourth unit debuted in March 2024 and honored the MTA/Penn Central partnership of 1970, paving the way for enhanced commuter rail services. An Employee Tribute unit (MN 214) was released in July 2024. Earlier this year, the sixth specially wrapped unit (MN 222) paid tribute to the New Haven and its iconic green and yellow livery. —Railfan & Railroad Staff

Metro-North employees pose with MN 203 after painting the locomotive at North White Plains shop. —Courtesy Metro-North

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Maine’s newest short line began operations on May 31, becoming the eighth operator of the scenic Rockland Branch in the past 40 years. In hopes of outpacing the previous operator, Maine Switching Service’s Cumberland & Knox Railroad is actively seeking new traffic on the former Maine Central route. 

On May 31, LTEX GP9u 1555 (ex-Canadian Pacific) led the first freight east of Brunswick since June 2024, when its predecessor, Midcoast Railservices, ceased operations. The train consisted of 12 loaded cars for Dragon Cement in Thomaston, including four cars filled with cement and eight cars carrying blast furnace slag, a byproduct of the steel-making process that strengthens concrete. Consequently, the train weighed 1,700 tons, exceeding what a single geep could manage. The train was brought to Bath, where it was split into two sections and then taken to Waldoboro. Afterward, the train was reassembled for the remainder of its journey to Thomaston. 

Dragon has long been the primary customer on the Rockland Branch. However, last year it halted cement production at Thomaston. Consequently, Midcoast (a subsidiary of Finger Lakes Railway) decided to shut down operations. Later, the cement facility was sold, and it is now functioning as a cement distribution center for the area. Finn Kelly, government affairs manager for Maine Switching Services, said the Cumberland & Knox will likely operate once a week to serve Dragon, and that’s actively trying to attract additional business on the route. When Midcoast Railservice shut down last year, it occasionally transported carloads of scrap and lobster bait (aka: fish heads). After Midcoast Railservice ceased operations, the remaining customers had to truck their materials to the CSX Transportation yard in South Portland. 

Maine Switching Services was founded in 2022 and operates the state-owned Belfast & Moosehead Lake Railroad, as well as providing switching services at paper mills in Rumford and Skowhegan. —Justin Franz

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The Peninsular Railway & Lumbermen’s Museum, a nonprofit dedicated to preserving the history of America’s last logging railroad, has started offering diesel-powered excursions in western Washington. 

Trains last ran on the Simpson Railroad in 2025. In 2017, the Peninsular Railway & Lumberman’s Museum was established to preserve the history of the famed logging railroad. The group has set up shop outside of Shelton, Wash., at an old rail yard and is offering excursions on a short section of the former Simpson main line. In previous years, the group has offered excursions on home-built speeders, but earlier this year it completed the restoration of SW900 No. 900. The locomotive is now paired with two former Simpson cabooses for the excursions. 

The railroad’s next excursions will run on Father’s Day Weekend. For more information, visit simpsonrailroad.org. —Justin Franz 

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Andy Byford, the longtime transit executive who oversaw rail systems in New York City, Toronto, London, and Sydney, has been selected to advise Amtrak on the redevelopment of New York’s Penn Station. 

Last month, the U.S. Department of Transportation and Amtrak took over the Penn Station Reconstruction Project from the Metropolitan Transportation Authority. At that time, the Trump administration stated that the takeover was part of an effort to manage the project more efficiently. Byford will report directly to the Amtrak board of directors and will collaborate closely with the U.S. DOT. Byford was already overseeing Amtrak’s high-speed rail initiatives. 

“We’re thrilled to have Andy oversee the redevelopment and modernization of this vital transit hub,” said U.S Transportation Secretary Sean P. Duffy in a press release. “Andy shares our dedication to keeping costs down and completing this project on time. Together we’ll work to deliver a brand-new Penn Station that is safe, clean, and worthy of the American people.”

Penn Station has been the focus of renovation proposals for several years, yet it remains uncertain what the final outcome will resemble. —Railfan & Railroad Staff

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The B&O Railroad Museum has launched an effort to rebuild its South Car Works building and turn it into a new entrance for the museum. The aim is to complete the project before the Baltimore & Ohio Railroad’s 200th anniversary in 2027. A groundbreaking ceremony took place on May 14, featuring local officials and CSX Transportation CEO Joe Hinrichs. 

“Railroads changed the course of American history, and it all started here in Baltimore,” said Joe Hinrichs, President and CEO of CSX. “Today, we’re not just honoring that legacy, we’re investing in what comes next. This transformation will spark curiosity, honor the rich history of the railroad, and strengthen the connection between freight rail and the communities we serve.”

The Campus Transformation Plan will involve the construction of a new “Innovation Hall” showcasing the present and future of railroading; a community amphitheater; an archival space; and classrooms. The project is anticipated to cost $38 million. —Justin Franz 

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Chesapeake & Ohio J3a Class 4-8-4 614 was moved from its long-time home in Virginia to the Strasburg Rail Road in Strasburg, Pa., on the weekend of June 7 and 8, the first step toward an eventual operational restoration. 

In November 2024, RJD America LLC announced it had acquired the engine from Iron Horse Enterprises, Inc. and preservationist Ross Rowland. The organization has not disclosed who is funding the project, but they believe the locomotive will be operational within 24 months. 

On June 7, C&O 614 departed Clifton Forge, Va., heading north via the Buckingham Branch Railroad and Norfolk Southern. On June 8, the locomotive was interchanged with the Strasburg, which sent former Great Western 2-10-0 90 to Leaman Place to pick up the 4-8-4 for the final few miles to the shop where it will be restored. 

Locomotive 614 was one of a dozen 4-8-4s owned by the C&O. While many railroads called their 4-8-4s “Northerns,” the C&O called theirs “Greenbriers,” after the West Virginia resort on its main line. Locomotive 614 was built by Lima Locomotive Works in 1948 as the last commercially-built 4-8-4 in the U.S. It was initially retired in 1952, but was briefly put back in service three years later before being put in storage. In 1975, it was sent to the B&O Railroad Museum in Baltimore. In 1979, Rowland traded Reading Company 2101, which had been damaged in a roundhouse fire, to the museum for 614. In 1980, it was used on the Chessie Safety Express. In 1985, the locomotive became “614-T” to haul coal trains in West Virginia as part of a test by American Coal Enterprise to see if a modern steam locomotive could be developed (it wasn’t). The locomotive made its last major appearance in the late 1990s, leading a series of excursions on New Jersey Transit. —Justin Franz 

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Amtrak’s Heartland Flyer, which runs between Dallas-Fort Worth and Oklahoma City, will suspend operations no later than October 1 unless the State of Texas pays for its portion of the service, Amtrak announced on June 5. 

As a state-supported train, Texas is legally obligated to help cover the costs of operating the Heartland Flyer. However, the state legislature had not secured the necessary funding to keep the train running. 

“Reliable rail service provides a vital transportation option for residents and visitors alike, strengthening regional mobility, economic development, and tourism,” said Amtrak President Roger Harris. “With service that supports Texas’ continued economic growth and the region’s connectivity, sustaining the Heartland Flyer is essential to maintaining momentum and ensuring long-term mobility in the region.”

The Heartland Flyer debuted in 1999 and carried 80,000 passengers in Fiscal Year 2024, generating $2.2 million in ticket revenue. Amtrak officials noted that the train helps alleviate congestion on one of Texas’ busiest highways. According to an economic analysis, the train produces $5.3 million in direct economic benefits and $23.7 million in overall economic activity. 

Local leaders urged the state to pay its share to ensure the train continues to operate

“The Heartland Flyer is key to ensuring Fort Worth’s continued success as a global destination and is central to the city’s tourism industry, business community, and thriving economy,” said Fort Worth Mayor Mattie Parker. “Fort Worth is the busiest Amtrak station in Texas, and as people continue to move to our region, travel reliability, mobility choices, and connectivity will be key to our competitiveness.” —Justin Franz 

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